19818 Federal Register / Vol. 72, No. 76 / Friday, April 20, 2007 / Proposed Rules 

Development. Written instructions will 

be provided to the applicant or grantee 

by USDA Rural Development when 

review or appeal rights are applicable in 

accordance with 7 CFR part 11. 

§§ 4284.195–4284.200 [Reserved] 

Dated: March 29, 2007. 

Thomas C. Dorr, 

Under Secretary, Rural Development. 

[FR Doc. 07–1922 Filed 4–19–07; 8:45 am] 

BILLING CODE 3410–XY–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–27926; Directorate 

Identifier 2006–NM–050–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 Airplanes; and Airbus Model 

A300 B4–600, B4–600R, and F4–600R 

Series Airplanes, and Model C4–605R 

Variant F Airplanes (Collectively Called 

A300–600 Series Airplanes) 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede an existing airworthiness 

directive (AD) that applies to all Airbus 

Model A300 B2 and B4 series airplanes; 

and Model A300 B4–600, B4–600R, and 

F4–600R (collectively called A300–600) 

series airplanes. The existing AD 

currently requires repetitive inspections 

to detect cracking of the upper radius of 

the forward fitting of frame 47, and 

repair if necessary. This proposed AD 

would reduce inspection thresholds and 

repetitive intervals, and add related 

investigative and corrective actions. 

This proposed AD also would provide 

an optional terminating action for the 

repetitive inspections only for airplanes 

with cracking that is within certain 

limits. This proposed AD results from 

reports of additional cracking in 

airplanes that were inspected in 

accordance with the existing AD. We are 

proposing this AD to detect and correct 

fatigue cracking of the left and right 

upper radius at frame 47, which could 

propagate and result in reduced 

structural integrity of the airplane. 

DATES: We must receive comments on 

this proposed AD by May 21, 2007. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

proposed AD. 

• DOT Docket Web site: Go to 

http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov 

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility; 

U.S. Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

Room PL–401, Washington, DC 20590. 

• Fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street, SW., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

Contact Airbus, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France, 

for service information identified in this 

proposed AD. 

FOR FURTHER INFORMATION CONTACT: 

Thomas Stafford, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1622; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to submit any relevant 

written data, views, or arguments 

regarding this proposed AD. Send your 

comments to an address listed in the 

ADDRESSES section. Include the docket 

number ‘‘Docket No. FAA–2007–27926; 

Directorate Identifier 2006–NM–050–

AD’’ at the beginning of your comments. 

We specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

the proposed AD. We will consider all 

comments received by the closing date 

and may amend the proposed AD in 

light of those comments. 

We will post all comments we 

receive, without change, to http:// 

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this proposed AD. 

Using the search function of that Web 

site, anyone can find and read the 

comments in any of our dockets, 

including the name of the individual 

who sent the comment (or signed the 

comment on behalf of an association, 

business, labor union, etc.). You may 

review the DOT’s complete Privacy Act 

Statement in the Federal Register 

published on April 11, 2000 (65 FR 

19477–78), or you may visit http:// 

dms.dot.gov. 

Examining the Docket 

You may examine the AD docket on 

the Internet at http://dms.dot.gov, or in 

person at the Docket Management 

Facility office between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The Docket 

Management Facility office (telephone 

(800) 647–5227) is located on the plaza 

level of the Nassif Building at the DOT 

street address stated in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after the Docket 

Management System receives them. 

Discussion 

On March 18, 2003, we issued AD 

2003–06–04, amendment 39–13091 (68 

FR 14894, March 27, 2003), for all 

Airbus Model A300 B2 and B4 series 

airplanes, and Model A300 B4–600, B4–

600R, and F4–600R (collectively called 

A300–600) series airplanes. That AD 

requires repetitive inspections to detect 

cracking of the upper radius of the 

forward fitting of frame 47, and repair 

if necessary. That AD resulted from 

issuance of mandatory continuing 

airworthiness information by a civil 

airworthiness authority. We issued that 

AD to detect and correct such fatigue 

cracking, which could result in 

propagation of the cracking to the rear 

fitting and reduced structural integrity 

of fuselage frame 47. 

Actions Since Existing AD Was Issued 

Since we issued AD 2003–06–04, 

cracks were found on the left and right 

upper radius at frame 47 at 48,000 

simulated flights, and at 18,000 total 

flights on an in-service airplane. Inservice experience up to 2001 showed 

there was no propagation of cracking 

between 30 millimeters (mm) and 40 

mm in size. In mid-2001, a crack of 110 

mm in size was found on a scrapped 

Model A300 B4–200 airplane with 

23,700 total flights. Further sampling 

inspections revealed two Model A300 

airplanes with cracks greater in size 

than the defined limit of 50 mm. Based 

on these last investigation results, 

Airbus established a revised inspection 

program that: 

• Redefines the threshold and 

repetitive interval values; and 

• Introduces corrective measures in 

the event of abnormal load events (e.g., 

hard landing and flight with 

turbulence). Definitions of abnormal 

load events are in the applicable 

airplane maintenance manual. 

Relevant Service Information 

Airbus has issued the service 

bulletins described in the following 

table. 


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Federal Register / Vol. 72, No. 76 / Friday, April 20, 2007 / Proposed Rules 19819 

AIRBUS SERVICE BULLETINS

Service bulletin type For model A300 airplanes For model A300–600 series airplanes 

Inspection service bulletins ................................ A300–53–0246, Revision 06, including Appendix 01, dated October 19, 2005.A300–53–6029, Revision 08, including Appendix 01, dated October 19, 2005. 

Optional terminating service bulletins ................ A300–53–0370, including Appendix 01, dated 

July 16, 2004.

A300–53–6144, including Appendix 01, dated 

July 16, 2004. 

The inspection service bulletins are 

newer revisions of the service bulletins 

that were referenced as the appropriate 

sources of service information for 

accomplishing the actions required by 

AD 2003–06–04. The newer revisions 

take into account the latest investigation 

results from Airbus, described above, 

and establish a revised inspection 

program. The inspection service 

bulletins specify reporting all inspection 

results to Airbus. 

The inspection service bulletins 

describe procedures for repetitive eddy 

current inspections to detect cracking of 

the upper radius of the forward fitting 

of frame 47, and applicable related 

investigative and corrective actions, as 

described in the following table. 

RELATED INVESTIGATIVE AND CORRECTIVE ACTIONS FOLLOWING EDDY CURRENT INSPECTION

Finding or occurrence Corrective action Related investigative action 

No crack ............................................................. Modify the fairing attachment profile by cutting 

and removing the fairing attachment profile 

between frame 47 and frame 48, and trimming the keel beam at frame 47. This action is specified only after the first eddy current inspection.

Eddy current inspection for cracking of the 

upper radius (after the keel beam has been 

trimmed and while the attachment profile is 

removed). 

More than one crack .......................................... Contact Airbus for repair instructions .............. Detailed visual inspection for cracking of the 

aft fitting around the fasteners. 

Crack less than or equal to 8 mm in size .......... Do the repetitive eddy current inspection at a 

reduced interval.

None. 

Crack greater than 8 mm in size, but less than 

or equal to 20 mm in size.

Remove, modify, and reinstall the sealing fitting and sealing shim. This action is specified only after the first eddy current inspection with a crack finding of this size. Do the 

repetitive eddy current inspection at a reduced interval.

Ultrasonic inspection for cracking of the forward fitting. 

Crack greater than 20 mm in size, but less than 

or equal to 50 mm in size.

Contact Airbus for repair instructions if any 

crack is found during the detailed visual inspection; if no further cracking is found, do 

the repetitive eddy current inspection at a 

reduced interval.

Detailed visual inspection for cracking of the 

aft fitting around the fasteners. 

Crack greater than 50 mm in size ...................... Repair in accordance with the optional terminating service bulletins and contact Airbus 

for repair instructions.

None. 

Abnormal load event on an airplane with any 

crack finding.

Report the event to Airbus and do the next repetitive eddy current inspection within 3 

months after the event; or, if the first eddy 

current inspection has not yet been done, 

contact Airbus before further flight.

None. 

As noted in the table above, the 

repetitive intervals for the special 

detailed inspection vary according to 

the crack finding. The following table is 

a summary of the repetitive intervals 

given in Figure 1, Sheet 1, of the 

inspection service bulletins. 

REPETITIVE INTERVALS BASED ON CRACK FINDING

Finding Repetitive interval 

No crack ................................................................................................................................................................................... 4,150 flight cycles. 

Crack less than or equal to 30 mm ......................................................................................................................................... 1,400 flight cycles. 

Crack greater than 30 mm but less than or equal to 40 mm ................................................................................................. 750 flight cycles. 

Crack greater than 40 mm but less than or equal to 50 mm ................................................................................................. 250 flight cycles. 

The optional terminating service 

bulletins apply only if a crack is greater 

than 30 mm but less than or equal to 50 

mm in size. The optional terminating 

service bulletins specify contacting 

Airbus for repair instructions, special 

tooling, and the use of trained personnel 

for accomplishing the repair because of 

the high risk of serious damage to the 

frame 47 forward fitting, which could 

lead to a repair beyond the economical 

limit. 

Accomplishing the actions specified 

in the service information is intended to 

adequately address the unsafe 


cprice-sewell on PRODPC61 with PROPOSALS
19820 Federal Register / Vol. 72, No. 76 / Friday, April 20, 2007 / Proposed Rules 

condition. The Direction Ge ́ne ́rale de 

l’Aviation Civile (DGAC), which is the 

airworthiness authority for France, 

mandated the service information and 

issued French airworthiness directive 

F–2006–016, dated January 18, 2006, to 

ensure the continued airworthiness of 

these airplanes in France. 

FAA’s Determination and Requirements 

of the Proposed AD 

These airplane models are 

manufactured in France and are type 

certificated for operation in the United 

States under the provisions of section 

21.29 of the Federal Aviation 

Regulations (14 CFR 21.29) and the 

applicable bilateral airworthiness 

agreement. Pursuant to this bilateral 

airworthiness agreement, the DGAC has 

kept the FAA informed of the situation 

described above. We have examined the 

DGAC’s findings, evaluated all pertinent 

information, and determined that AD 

action is necessary for airplanes of this 

type design that are certificated for 

operation in the United States. 

This proposed AD would supersede 

AD 2003–06–04, and would continue to 

require repetitive inspections to detect 

cracking of the upper radius of the 

forward fitting of frame 47, and repair 

if necessary. This proposed AD would 

also continue to require the report to 

Airbus that was required by the existing 

AD. 

This proposed AD would reduce 

inspection thresholds and repetitive 

intervals, and add related investigative 

and corrective actions. This proposed 

AD also would provide an optional 

terminating action for the repetitive 

inspections only for airplanes with 

cracking that is within certain limits. 

This proposed AD would require 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Differences Among the Proposed AD, 

the Service Information, and the French 

Airworthiness Directive.’’

Differences Among the Proposed AD, 

the Service Information, and the French 

Airworthiness Directive 

The inspection service bulletins 

referenced by the French airworthiness 

directive specify contacting Airbus for 

certain instructions. This proposed AD 

would require doing those actions 

according to a method that we or the 

European Aviation Safety Agency 

(EASA) (or its delegated agent) approve. 

In light of the actions that would be 

required to address the unsafe 

condition, and consistent with existing 

bilateral airworthiness agreements, we 

have determined that, for this proposed 

AD, a method we or the EASA approve 

would be acceptable for compliance 

with this proposed AD. 

The French airworthiness directive 

does not specify repair instructions for 

crack findings of greater than 50 mm, 

and the inspection service bulletins 

specify doing actions in the optional 

terminating service bulletins and 

contacting Airbus for repair 

instructions. This proposed AD would 

instead require repairing those 

conditions using a method that we 

approve. 

Where the optional terminating 

service bulletins specify sending a 

geometrical plan to Airbus after doing 

the repair, this proposed AD would 

require providing a post-repair 

inspection program to us for approval 

within 6 months after doing the repair. 

These differences have been 

coordinated with EASA. 

Flight With Cracking 

Operators should note that this 

proposed AD permits further flight with 

cracking within certain limits. While it 

is not the FAA’s policy to allow flight 

with known cracking, we have 

determined that, for the purposes of this 

proposed AD, repair may be deferred for 

certain crack lengths. In making this 

determination, we considered that longterm continued operational safety in 

this case will be adequately ensured by 

repetitive inspections to detect cracking 

before it represents a hazard to the 

airplane, and by repair if the crack 

exceeds the specified limit. 

We also considered that cracks that 

are less than 30 mm in size are not 

physically accessible and would require 

removing frame 47 to repair, which is 

not economically viable. The proposed 

inspection program will mitigate any 

safety concerns for cracks of this size. 

Cracks of 30 mm to 50 mm in size are 

also acceptable for flight, but this 

proposed AD would require a more 

rigorous inspection program for cracks 

of this size. If operators strictly observe 

the crack size limits and perform 

repetitive inspections at required 

intervals, operators can detect any 

cracks that grow beyond the limits and 

take corrective action before the crack 

size creates an unacceptable risk of 

structural failure. 

The DGAC concurs with these 

findings. In consideration of these 

findings and the FAA’s criteria for flight 

with known cracking, further flight with 

cracking within certain limits is 

permissible for an interim period in this 

case. 

Changes to Existing AD 

This proposed AD would retain 

certain requirements of AD 2003–06–04. 

Since AD 2003–06–04 was issued, the 

AD format has been revised, and certain 

paragraphs have been rearranged. As a 

result, the corresponding paragraph 

identifiers have changed in this 

proposed AD, as listed in the following 

table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in AD 

2003–06–04 

Corresponding 

requirement in this 

proposed AD 

Paragraph (a) ............ paragraph (f). 

Paragraph (b) ............ paragraph (g). 

Paragraph (c) ............ paragraph (h). 

Paragraph (d) ............ paragraph (i). 

Paragraph (e) ............ paragraph (q). 

We have also clarified the 

applicability of the proposed AD in the 

following ways: 

• To match more closely the 

applicability of the parallel French 

airworthiness directive. 

• To identify model designations as 

published in the most recent type 

certificate data sheet for the affected 

models. 

We have revised this proposed AD to 

clarify the appropriate procedure for 

notifying the principal inspector before 

using any approved alternative method 

of compliance (AMOC) on any airplane 

to which the AMOC applies. 

Costs of Compliance 

There are about 163 U.S.-registered 

airplanes that would be affected by this 

proposed AD. The following table 

provides the estimated costs for U.S. 

operators to comply with this proposed 

AD. The average labor rate is $80 per 

work hour. 

ESTIMATED COSTS

Action Work 

hours Parts Cost per airplane Fleet cost 

Actions required by AD 2003–06–04 .. 9 $0 $720, per inspection cycle .................. $117,360, per inspection cycle. 

Inspection (new proposed action) ....... 1 0 $80, per inspection cycle .................... $13,040, per inspection cycle. 


cprice-sewell on PRODPC61 with PROPOSALS
Federal Register / Vol. 72, No. 76 / Friday, April 20, 2007 / Proposed Rules 19821 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in subtitle VII, 

part A, subpart III, section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. See the ADDRESSES section 

for a location to examine the regulatory 

evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

2. The Federal Aviation 

Administration (FAA) amends § 39.13 

by removing amendment 39–13091 (68 

FR 14894, March 27, 2003) and adding 

the following new airworthiness 

directive (AD): 

Airbus: Docket No. FAA–2007–27926; 

Directorate Identifier 2006–NM–050–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by May 21, 2007. 

Affected ADs 

(b) This AD supersedes AD 2003–06–04. 

Applicability 

(c) This AD applies to all Airbus Model 

A300 airplanes; and all Model A300 B4–601, 

B4–603, B4–620, B4–622, B4–605R, B4–

622R, F4–605R, F4–622R, and C4–605R 

Variant F airplanes; certificated in any 

category. 

Unsafe Condition 

(d) This AD results from reports of 

additional cracking in airplanes that were 

inspected in accordance with AD 2003–06–

04. We are issuing this AD to detect and 

correct fatigue cracking of the left and right 

upper radius at frame 47, which could 

propagate and result in reduced structural 

integrity of the airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Requirements of AD 2003–06–04 

Model A300–600: Inspection 

(f) For Model A300–600 series airplanes: 

At the earlier of the times specified by 

paragraphs (f)(1) and (f)(2) of this AD, 

perform an eddy current inspection to detect 

cracking of the upper radius of the left and 

right forward fitting of frame 47, in 

accordance with Airbus Service Bulletin 

A300–53–6029, Revision 02, dated November 

7, 1994; Revision 05, dated April 11, 2001; 

or Revision 08, including Appendix 01, dated 

October 19, 2005. After the effective date of 

this AD, only Revision 08 of the service 

bulletin may be used. 

(1) Before the accumulation of 17,300 total 

flight cycles, or within one year after October 

16, 1996 (the effective date of AD 96–18–18, 

amendment 39–9744), whichever occurs 

later. 

(2) At the later of the times specified by 

paragraphs (f)(2)(i) and (f)(2)(ii) of this AD. 

(i) Before the accumulation of 10,000 total 

flight cycles or 26,000 total flight hours, 

whichever occurs first. 

(ii) Within 750 flight cycles or 1,900 flight 

hours, whichever occurs first after May 1, 

2003 (the effective date of AD 2003–06–04). 

Model A300–600: Follow-On (Repetitive) 

Inspections 

(g) For Model A300–600 series airplanes on 

which no cracking is found during any 

inspection required by paragraph (f) of this 

AD, repeat the inspection required by 

paragraph (f) of this AD at the applicable 

times specified in paragraphs (g)(1) and (g)(2) 

of this AD until the inspection required by 

paragraph (j) of this AD is done. 

(1) If the initial inspection was 

accomplished before May 1, 2003, repeat the 

inspection at the later of the times specified 

in paragraphs (g)(1)(i) and (g)(1)(ii) of this 

AD. Thereafter, repeat the inspection at 

intervals not to exceed 6,100 flight cycles or 

15,600 flight hours, whichever occurs first. 

(i) Re-inspect within 6,100 flight cycles 

after the initial inspection. 

(ii) Re-inspect within 750 flight cycles or 

1,900 flight hours, whichever occurs first 

after May 1, 2003. 

(2) If the initial inspection was not 

accomplished before May 1, 2003, repeat the 

inspection thereafter at intervals not to 

exceed 6,100 flight cycles or 15,600 flight 

hours, whichever occurs first. 

Model A300–600: Corrective Action 

(h) For Model A300–600 series airplanes 

on which any cracking is found during any 

inspection required by paragraph (f) of this 

AD: Before further flight, contact the 

Manager, International Branch, ANM–116, 

FAA, Transport Airplane Directorate; or the 

Direction Ge ́ne ́rale de l’Aviation Civile 

(DGAC) (or its delegated representative), or 

the European Aviation Safety Agency (EASA) 

(or its delegated agent); for instructions 

regarding repair or for an applicable reinspection interval, in accordance with 

Airbus Service Bulletin A300–52–6029, 

Revision 05, dated April 11, 2001; or 

Revision 08, including Appendix 01, dated 

October 19, 2005. After the effective date of 

this AD, only Revision 08 may be used. 

Repair and/or re-inspection accomplished 

before May 1, 2003, in accordance with a 

method approved by the Manager, 

International Branch, ANM–116, is 

acceptable for compliance with the 

requirements of paragraph (h) of this AD. 

Model A300 B2 and B4: Repetitive 

Inspections and Follow-On Actions 

(i) For Model A300 B2 and B4 series 

airplanes: At the applicable time specified in 

paragraph (i)(1), (i)(2), or (i)(3) of this AD, 

perform repetitive eddy current inspections 

to detect cracking of the upper radius of the 

forward fitting of frame 47, left and right 

sides, per Airbus Service Bulletin A300–53–

0246, Revision 03, dated April 11, 2001; or 

Revision 06, including Appendix 01, dated 

October 19, 2005. After the effective date of 

this AD, only Revision 06 may be used. 

Accomplishing this requirement terminates 

the corresponding inspection requirement of 

the A300 Supplemental Structural Inspection 

Document (SSID) for Model A300 B2 and B4 

series airplanes. (That SSID is mandated by 

AD 96–13–11, amendment 39–9679.) 

(1) For Model A300 B2 series airplanes: 

Perform the initial inspection at the later of 

the times specified by paragraphs (i)(1)(i) and 

(i)(1)(ii) of this AD. Repeat the inspection 

thereafter at intervals not to exceed 10,400 

flight cycles or 13,300 flight hours, 

whichever occurs first, until the inspection 

in paragraph (j) of this AD is done. 


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19822 Federal Register / Vol. 72, No. 76 / Friday, April 20, 2007 / Proposed Rules 

(i) Before the accumulation of 16,500 total 

flight cycles or 21,000 total flight hours, 

whichever occurs first. 

(ii) Within 1,000 flight cycles or 1,300 

flight hours after May 1, 2003, whichever 

occurs first. 

(2) For Model A300 B4–100 series 

airplanes: Perform the initial inspection at 

the later of the times specified by paragraphs 

(i)(2)(i) and (i)(2)(ii) of this AD. Repeat the 

inspection thereafter at intervals not to 

exceed 8,500 flight cycles or 16,400 flight 

hours, whichever occurs first, until the 

inspection in paragraph (j) of this AD is done. 

(i) Before the accumulation of 10,300 total 

flight cycles or 19,800 total flight hours, 

whichever occurs first. 

(ii) Within 750 flight cycles or 1,500 flight 

hours after May 1, 2003, whichever occurs 

first. 

(3) For Model A300 B4–200 series 

airplanes: Perform the initial inspection at 

the later of the times specified by paragraphs 

(i)(3)(i) and (i)(3)(ii) of this AD. Repeat the 

inspection thereafter at intervals not to 

exceed 7,000 flight cycles or 13,600 flight 

hours, whichever occurs first, until the 

inspection in paragraph (j) of this AD is done. 

(i) Before the accumulation of 11,000 total 

flight cycles or 21,200 total flight hours, 

whichever occurs first. 

(ii) Within 750 flight cycles or 1,500 flight 

hours after May 1, 2003, whichever occurs 

first. 

New Requirements of This AD 

Inspections and Corrective Actions 

(j) At the applicable time in paragraph (k) 

or (l) of this AD: Except as provided by 

paragraphs (n) and (p) of this AD, do an eddy 

current inspection to detect cracking of the 

upper radius of the forward fitting of frame 

47, and do all applicable related investigative 

and corrective actions, by accomplishing all 

the applicable actions specified in the 

Accomplishment Instructions of the 

applicable service bulletin specified in 

paragraph (j)(1) or (j)(2) of this AD. Do all 

applicable investigative and corrective 

actions before further flight. Where the 

service bulletins specify to contact Airbus for 

repair instructions: Before further flight, 

repair using a method approved by either the 

Manager, International Branch, ANM–116; or 

the EASA (or its delegated agent). Doing the 

inspections required by this paragraph 

terminates the inspections required by 

paragraphs (f), (g), and (i) of this AD. 

(1) For Airbus Model A300 airplanes: 

Airbus Service Bulletin A300–53–0246, 

Revision 06, including Appendix 01, dated 

October 19, 2005. 

(2) For Airbus Model A300 B4–601, B4–

603, B4–620, B4–622, B4–605R, B4–622R, 

F4–605R, F4–622R, and C4–605R Variant F 

airplanes: Airbus Service Bulletin A300–53–

6029, Revision 08, including Appendix 01, 

dated October 19, 2005. 

(k) For airplanes on which the inspection 

required by paragraph (f), (g), or (i) of this 

AD, as applicable, has not been done prior 

to the effective date of this AD: Do the initial 

inspection required by paragraph (j) of this 

AD before the accumulation of 10,000 total 

flight cycles, or within 1,400 flight cycles 

after the effective date of this AD, whichever 

occurs later. Repeat the inspection thereafter 

at the applicable interval specified in Figure 

1, Sheet 1, of the Accomplishment 

Instructions of the applicable service 

bulletin. 

(l) For airplanes on which the inspection 

required by paragraph (f), (g), or (i) of this 

AD, as applicable, has been done prior to the 

effective date of this AD: Inspect at the 

applicable times specified in paragraph (l)(1) 

or (l)(2) of this AD. Repeat the inspection 

thereafter at the applicable interval specified 

in Figure 1, Sheet 1, of the Accomplishment 

Instructions of the applicable service 

bulletin. 

(1) For airplanes on which no cracking was 

found during any inspection required by this 

AD: Do the next inspection at the earlier of 

the times specified in paragraphs (l)(1)(i) and 

(l)(1)(ii) of this AD. 

(i) At the next repetitive interval specified 

in the applicable service bulletin specified in 

paragraph (j)(1) or (j)(2) of this AD, or within 

1,400 flight cycles after the effective date of 

this AD, whichever occurs later. 

(ii) At the next repetitive interval specified 

in paragraph (g) or (i) of this AD, as 

applicable. 

(2) For airplanes on which any crack was 

found during any inspection required by this 

AD, and the crack is 30 millimeters (mm) 

(1.181 inch) or less in length: Do the next 

inspection at the applicable times specified 

in paragraph (l)(2)(i) or (l)(2)(ii) of this AD. 

(i) For Airbus Model A300 airplanes: At 

the next repetitive interval specified in the 

service bulletin specified in paragraph (j)(1) 

of this AD, or within 500 flight cycles after 

the effective date of this AD, whichever 

occurs later. 

(ii) Airbus Model A300 B4–601, B4–603, 

B4–620, B4–622, B4–605R, B4–622R, F4–

605R, F4–622R, and C4–605R Variant F 

airplanes: At the next repetitive interval 

specified in the service bulletin specified in 

paragraph (j)(2) of this AD. 

Abnormal Load Events 

(m) For airplanes on which any abnormal 

load event occurs after the effective date of 

this AD, do the actions in paragraph (m)(1), 

(m)(2), or (m)(3) of this AD, as applicable, at 

the time specified in the applicable 

paragraph. 

(1) Within 3 months after the event, or at 

the next applicable repetitive interval 

required by paragraph (k) or (l) of this AD, 

whichever occurs first: Do the next repetitive 

inspection required by paragraph (j) of this 

AD. 

(2) Before further flight following any 

additional abnormal load event that occurs 

following the first event but before the next 

repetitive inspection required by paragraph 

(k) or (l) of this AD: Contact the Manager, 

International Branch, ANM–116, or the 

EASA (or its delegated agent) for further 

instructions. 

(3) Within 3 months after any abnormal 

load event: Report the event to Airbus in 

accordance with the requirements of 

paragraph (q) of this AD. 

Optional Terminating Action (Repair) for 

Certain Cracks 

(n) Repairing any crack greater than 30 mm 

but less than or equal to 50 mm in size in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300–

53–0370, including Appendix 01, dated July 

16, 2004; or Airbus Service Bulletin A300–

53–6144, including Appendix 01, dated July 

16, 2004; as applicable; terminates the 

repetitive inspection requirements of 

paragraph (k) or (l) of this AD for that area 

only. Where the service bulletins specify to 

contact Airbus for repair instructions: Repair 

the crack using a method approved by either 

the Manager, International Branch, ANM–

116; or the EASA (or its delegated agent). 

Repetitive Inspections Following Optional 

Terminating Action 

(o) Within 6 months after repair in 

accordance with paragraph (n) of this AD: 

Submit a post-repair inspection program for 

monitoring the repair to the Manager, 

International Branch, ANM–116, for 

approval. 

Repair of Any Crack Greater than 50 mm in 

Size 

(p) If any crack that is greater than 50 mm 

in size is found during any inspection 

required by paragraph (j), (k), or (l) of this 

AD: Before further flight, repair according to 

a method approved by the Manager, 

International Branch, ANM–116. 

Reporting Requirement 

(q) At the applicable time specified in 

paragraph (q)(1) or (q)(2) of this AD: Submit 

a report of all results of each inspection 

required by this AD to Airbus, 1 Rond Point 

Maurice Bellonte, 31707 Blagnac Cedex, 

France, Attention: Jacques Leborgne, fax 33–

5–61–93–36–14. The report must include the 

inspection results, a description of any 

discrepancies found, the airplane serial 

number, and the number of landings and 

flight hours on the airplane. Information 

collection requirements contained in this AD 

have been approved by the Office of 

Management and Budget (OMB) under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.) and have been 

assigned OMB Control Number 2120–0056. 

(1) For airplanes on which the inspection 

is accomplished after the effective date of 

this AD: Submit the report within 30 days 

after performing the inspection. 

(2) For airplanes on which the inspection 

has been accomplished before the effective 

date of this AD: Submit the report within 30 

days after the effective date of this AD. 

Actions Accomplished in Accordance With 

Previous Issues of Service Bulletins 

(r) Actions done before the effective date of 

this AD in accordance with the service 

bulletins listed in Table 1 of this AD are 

acceptable for compliance with the 

corresponding requirements of paragraphs (i) 

and (j) of this AD. 


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Federal Register / Vol. 72, No. 76 / Friday, April 20, 2007 / Proposed Rules 19823 

TABLE 1.—PREVIOUS ISSUES OF SERVICE BULLETINS

Model Airbus Service 

Bulletin Revision level Date 

A300 airplanes ...................................................................................... A300–53–0246 03 April 11, 2001. 

A300–53–0246 04 November 12, 2002. 

A300–53–0246 05 January 19, 2004. 

A300 B4–601, B4–603, B4–620, B4–622, B4–605R, B4–622R, F4–

605R, F4–622R, and C4–605R Variant F airplanes.

A300–53–6029 05 April 11, 2001. 

A300–53–6029 06 November 12, 2002. 

A300–53–6029 07 January 19, 2004. 

Alternative Methods of Compliance (AMOCs) 

(s)(1) The Manager, International Branch, 

ANM–116, has the authority to approve 

AMOCs for this AD, if requested in 

accordance with the procedures found in 14 

CFR 39.19. 

(2) Before using any AMOC approved in 

accordance with § 39.19 on any airplane to 

which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards Certificate Holding District 

Office. 

(3) AMOCs approved previously in 

accordance with AD 2003–06–04 are 

approved as AMOCs with this AD until 

paragraph (j) of this AD is accomplished. 

Related Information 

(t) French airworthiness directive F–2006–

016, dated January 18, 2006, also addresses 

the subject of this AD. 

Issued in Renton, Washington, on April 12, 

2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–7516 Filed 4–19–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–27927; Directorate 

Identifier 2006–NM–182–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for all 

Airbus A300 series airplanes. This 

proposed AD would require revising the 

Airworthiness Limitations Section of 

the Instructions for Continued 

Airworthiness to incorporate new 

limitations for fuel tank systems. This 

proposed AD results from fuel system 

reviews conducted by the manufacturer. 

We are proposing this AD to prevent the 

potential of ignition sources inside fuel 

tanks, which, in combination with 

flammable fuel vapors caused by latent 

failures, alterations, repairs, or 

maintenance actions, could result in 

fuel tank explosions and consequent 

loss of the airplane. 

DATES: We must receive comments on 

this proposed AD by May 21, 2007. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

proposed AD. 

• DOT Docket Web site: Go to 

http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov 

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility, 

U.S. Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

Room PL–401, Washington, DC 20590. 

• Fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street, SW., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

Contact Airbus, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France, 

for service information identified in this 

proposed AD. 

FOR FURTHER INFORMATION CONTACT: Tom 

Stafford, Aerospace Engineer, 

International Branch, ANM–116, FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 227–1622; 

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to submit any relevant 

written data, views, or arguments 

regarding this proposed AD. Send your 

comments to an address listed in the 

ADDRESSES section. Include the docket 

number ‘‘FAA–2007–27927; Directorate 

Identifier 2006–NM–182–AD’’ at the 

beginning of your comments. We 

specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

the proposed AD. We will consider all 

comments received by the closing date 

and may amend the proposed AD in 

light of those comments. 

We will post all comments we 

receive, without change, to http:// 

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this proposed AD. 

Using the search function of that Web 

site, anyone can find and read the 

comments in any of our dockets, 

including the name of the individual 

who sent the comment (or signed the 

comment on behalf of an association, 

business, labor union, etc.). You may 

review the DOT’s complete Privacy Act 

Statement in the Federal Register 

published on April 11, 2000 (65 FR 

19477–78), or you may visit http:// 

dms.dot.gov. 

Examining the Docket 

You may examine the AD docket on 

the Internet at http://dms.dot.gov, or in 

person at the Docket Management 

Facility office between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The Docket 

Management Facility office (telephone 

(800) 647–5227) is located on the plaza 

level of the Nassif Building at the DOT 

street address stated in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after the Docket 

Management System receives them. 

Discussion 

The FAA has examined the 

underlying safety issues involved in fuel 

tank explosions on several large 

transport airplanes, including the 

adequacy of existing regulations, the 

service history of airplanes subject to 

those regulations, and existing 

maintenance practices for fuel tank 

systems. As a result of those findings, 

we issued a regulation titled ‘‘Transport 

Airplane Fuel Tank System Design 

Review, Flammability Reduction and 

Maintenance and Inspection 


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